EP2878485B1 - Véhicule de transport pour véhicules automobiles et leur procédé de chargement - Google Patents

Véhicule de transport pour véhicules automobiles et leur procédé de chargement Download PDF

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Publication number
EP2878485B1
EP2878485B1 EP14195014.7A EP14195014A EP2878485B1 EP 2878485 B1 EP2878485 B1 EP 2878485B1 EP 14195014 A EP14195014 A EP 14195014A EP 2878485 B1 EP2878485 B1 EP 2878485B1
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EP
European Patent Office
Prior art keywords
axle
transport
support surface
upper support
vehicles
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Not-in-force
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EP14195014.7A
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German (de)
English (en)
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EP2878485A2 (fr
EP2878485A3 (fr
Inventor
Sami Kuvvetli
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Individual
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Individual
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Priority claimed from EP13194589.1A external-priority patent/EP2878484B1/fr
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Priority to EP14195014.7A priority Critical patent/EP2878485B1/fr
Publication of EP2878485A2 publication Critical patent/EP2878485A2/fr
Publication of EP2878485A3 publication Critical patent/EP2878485A3/fr
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D7/00—Steering linkage; Stub axles or their mountings
    • B62D7/06—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins
    • B62D7/14—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins the pivotal axes being situated in more than one plane transverse to the longitudinal centre line of the vehicle, e.g. all-wheel steering
    • B62D7/142—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins the pivotal axes being situated in more than one plane transverse to the longitudinal centre line of the vehicle, e.g. all-wheel steering specially adapted for particular vehicles, e.g. tractors, carts, earth-moving vehicles, trucks
    • B62D7/144—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins the pivotal axes being situated in more than one plane transverse to the longitudinal centre line of the vehicle, e.g. all-wheel steering specially adapted for particular vehicles, e.g. tractors, carts, earth-moving vehicles, trucks for vehicles with more than two axles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60P—VEHICLES ADAPTED FOR LOAD TRANSPORTATION OR TO TRANSPORT, TO CARRY, OR TO COMPRISE SPECIAL LOADS OR OBJECTS
    • B60P3/00—Vehicles adapted to transport, to carry or to comprise special loads or objects
    • B60P3/06—Vehicles adapted to transport, to carry or to comprise special loads or objects for carrying vehicles
    • B60P3/08—Multilevel-deck construction carrying vehicles

Definitions

  • the present invention relates to a transport vehicle with at least three axles for the carriage of rolling stock such as motor vehicles with the features of independent claim 1.
  • the invention also relates to a method for loading such a transport vehicle having the features of independent method claim 12.
  • Lorries which are intended for the transport of several passenger vehicles, are known in different variants and are generally referred to as a car transporter.
  • a typical variant of such transport vehicles has two or three axles, a driver's cab arranged at the front above a steerable front axle and a transport area arranged behind and / or extending over the driver's cab, comprising at least two bearing surfaces arranged one above the other at least in sections.
  • the transport area is assigned to the rear side a driven rear axle or a double or twin axle for load support.
  • Such a transport vehicle can load and convey several motor vehicles on its two levels. Furthermore, the transport vehicle can pull a trailer, which may also have two superimposed loading levels.
  • Such a vehicle configuration is found, for example, in the EP 1 661 756 B1 ,
  • articulated vehicles for the carriage of passenger cars which may have a two-story trailer trailer.
  • the upper support level must be lowered and raised in order to enable the vehicle to be loaded on the vehicles to be loaded. Once the upper support level has been raised, the underlying support level can be loaded and driven by motor vehicles.
  • Such a lifting and lowering mechanism for an upper loading level of a vehicle transporter is, for example, from the DE 2 401 670 A1 out.
  • a similar mechanism is in the US Pat. No. 4,061,390 A described.
  • Another swivel mechanism can be found in the DE 1 630 073 A1 ,
  • the EP 0 780 264 A1 discloses a vehicle with two superposed floor parts for transporting vehicles.
  • the vehicle is a two-axle truck having a chassis with a cab.
  • the chassis is provided with a structure which contains a stationary lower and upper loading deck.
  • the upper loading deck is carried by the chassis via front and rear supports.
  • a spindle system allows the supports to be raised and lowered.
  • the known vehicle transporters often have a low loading capacity. If they are equipped with trailers, they are difficult to maneuver and maneuver. In addition, such trucks may normally only be moved with a truck driver's license. Compact vehicle transporters, which may be moved with a driver's license, again have only a low charge capacity.
  • the primary object of the present invention is to provide a transport vehicle for rolling stock such as motor vehicles, which optimally exploits the available stacking space, so as not to exceed certain maximum dimensions and overall weights. In particular, this should take account of restrictions resulting from national driving license classes.
  • a further object of the invention is to provide an optimized method for the efficient and rapid loading and unloading of such a transport vehicle.
  • the invention proposes to achieve the above object, a transport vehicle with at least three axes with the features of independent claim 1, which is used for the carriage of rolling stock or vehicles, especially the carriage of motor vehicles such as cars o.
  • the transport vehicle according to the invention has a front arranged above a steerable front axle cab and arranged behind it and / or on the Driver's cab, at least two at least partially superimposed support surfaces comprehensive transport area. At least one steerable rear axle for load support is assigned to the transport area on the rear side.
  • the transport vehicle is equipped with a driven and steerable central axis whose center distance to the steerable front axle is less than half the center distance to the steerable rear axle.
  • the center distance between the steered front axle and the driven central axle is approximately two to three meters. A reasonable center distance is in a range of about 2.5 meters.
  • an overall very compact transport vehicle is provided, which can provide a transport capacity for a total of at least five vehicles with optimal maneuverability and relatively low overall length.
  • the transport vehicle according to the invention can be prepared and equipped in particular for the transport of at least five so-called SUVs (Sport Utility Vehicles) or of at least five off-road vehicles. Furthermore, it is provided in the transport vehicle that is variable to improve the maneuverability and maneuverability of the steering angle of the driven central axis.
  • the transport vehicle provides a jointless connection of its transport area with a chassis of the towing vehicle. In this way, an integrated structure of the transport vehicle with a rigid frame connection between the chassis of the tractor and behind it subsequent transport area is formed.
  • the cab of the transport vehicle is also preferably formed in so-called.
  • Front-wheel construction which can be connected to the driver's area either an integrated or separate sleeping cabin.
  • a front-wheel-mounted construction means an arrangement of the driver's cab in which the drive motor is located below the seating position and wherein the driver normally sits approximately above the front wheels or slightly offset to the front.
  • the transport vehicle according to the invention has a steerable and driven central axis, wherein the steering angle of the driven central axis either can be oriented in the opposite direction or in the same direction to the steering angle of the steerable front axle.
  • the steering of the driven wheels of the central axis with opposing steering angle can be particularly useful for slower driving and tight corners for a lower turning circle of the vehicle and reduce tire wear. At faster speeds and larger radii of curvature, it may be useful to reduce the slip effects and to reduce tire wear, the driven wheels of the center axis in the same direction to the wheels of the front axle to strike, but with a lower steering angle.
  • the rear wheels of the transport area supporting the rear axle are also designed to be steerable, although the steering angle is basically oriented in the opposite direction to the steering angle of the steerable front axle.
  • the transport area of the transport vehicle according to the invention is preferably formed in low-floor construction, whereby the overall height of the loaded transport vehicle can remain below four meters, even if it is loaded with SUVs or higher-mounted off-road vehicles, which may each have a total height of about two meters can. It makes sense that the lower support surface in the transport area located behind the driver's cab is at least partially approximately at the same height level as the rear axle or below.
  • a variant of the transport vehicle according to the invention provides that the upper support surface of the transport region is connected to the chassis and / or the lower support surface via at least two pairs of supports.
  • the support pairs are each assigned suitable linear drives for lifting or lowering the upper support surface.
  • These linear drives can be formed, for example, by spindle drives, hydraulic drives or other lifting drives. At least the rear pair of supports such linear drives are assigned, whereas, if necessary, can be dispensed with this Absenkles the upper support level on the front pair of supports when the upper support level is suspended there only pivotally.
  • the support pairs of the transport vehicle may each be pivotable about horizontal pivot axes between an approximately vertical transport or operating position or position and an inclined or approximately horizontal loading or lowering action or position.
  • the pairs of supports together with the upper bearing surface approximately parallelogram-like be designed to be movable or pivotable, which allows for lowering the upper support surface a parallelogram-like pivoting of the upper support surface, which can be loaded with two or three vehicles.
  • the upper support surface may extend at least partially over the driver's cab, so that the foremost vehicle located thereon is above the driver's cab of the towing vehicle.
  • the upper support level can optionally be divided in this area and / or formed there separately pivotable.
  • the transport vehicle according to the invention normally has three axles, each with left and right wheels, so that a total of six wheels support the entire vehicle weight of the unloaded or loaded transport vehicle on the road surface.
  • the present invention also includes transport vehicles with twin tires on individual axes, eg. At the higher-loaded driven central axis.
  • twin tires high carrying wide tires or low section tires, etc. are also suitable.
  • twin tires and / or wide low-profile tires may also be used on the rear side, if this is sensible or necessary for reasons of load distribution at the rear.
  • a driver's cab as short as possible is used, in particular in a front-wheel-mounted design, in which the driver's seat and the entire cab are arranged above the drive motor and above the steerable front axle.
  • the slightly inclined windscreen usually goes down almost flush into the approximately vertical cab front.
  • the total length of the transport vehicle can be kept relatively short even when loading the lower support surface with two larger passenger cars, so that a total length of about 14 to 15 meters can be reached, which benefits the maneuverability of the vehicle.
  • at most three large motor vehicles can be conveyed one behind the other on the upper support surface, which requires that the upper support surface extend forward beyond the driver's cab and thus close to or slightly above the leading edge of the latter protrudes.
  • SUVs Sport Utility Vehicle
  • the transport of several such vehicles usually requires a two-deck car transporter with attached double-decker trailer, resulting in a relatively long and difficult to maneuver train combination.
  • a disadvantage of such a train association is often in the requirement of a corresponding driver's license, since normally a driving license for trucks (European driving license classes C or CE) is required.
  • the transport vehicle according to the invention usually has a total of only three axes, so that it can be easily moved depending on the load with a license of the old cash register 3 (German regulation until 1998).
  • a constructional peculiarity lies in the very short center distance between the steered front axle and the non-steered, but driven central axis, which is typically about 2.5 meters, optionally a little more or less, but hardly or only in exceptional cases less than two meters . It makes sense that the wheels of the driven central axis, which is typically designed as a rigid axle with center differential, smaller than the front wheels, so that a standing on the lower support plane motor vehicle can stand with its front axle on a loading section above the driven center axis of the transport vehicle without his roof touched the bottom of the upper support level. This is particularly feasible if sufficiently small wheels and / or wide, low-capacity tires with sufficient bearing capacity are used, for example those with a wheel or tire cross-section of 17 inches or less.
  • Useful tire dimensions can be between 16 inches and 23 inches, for example.
  • a common and useful usable tire dimension for the wheels of the central axis can, for example, be at 17.5 inches in diameter, with the sensible usable tire width can depend on the required load capacity.
  • a tire dimension with an inch diameter of 17.5 can be used, optionally also 19.5 or between these sizes.
  • a tire dimension of 19.5 inches may be useful, optionally also larger, for example 22 inches. All these wheel and tire dimensions are to be understood as examples and depend on the purpose, the required load and the available Installation space in the wheel arches or in the transport area.
  • twin or double axle with even smaller wheels and tires with an inch diameter of less than 17.5 inches, which may benefit the available transport space above the wheels in the rear of the lower support level
  • a twin or double axle which can be regarded as a single axle, if the axle distance is below a defined maximum (typically between about 80 centimeters and one meter, depending on the national approval regulation), contributes to the puncture safety, as in the case of an occurring defect on a tire a slow onward journey over a short distance is possible to change the defective tire as quickly and safely.
  • At least one steerable rear axle is assigned to the transport area on the rear side for load support.
  • This steerable rear axle may optionally have an active steering coupled to the steerable front axle in a manner that provides an opposite steering angle which can be used to effectively reduce the turning circle of the overall vehicle.
  • reverse steering of the rear wheels to avoid excessive tension is almost essential, as the rear axle is spaced very far, typically at least five to seven meters or more, from the central axis, which is non-steerable center and unguided Rear axle cornering would greatly complicate. If the rear axle is steered, a central axis co-steering in the same direction as the front axle would be almost indispensable, so that cornering without heavy material loads would be possible.
  • the rear axle for example.
  • the described arrangement provides an overall very compact transport vehicle which, with optimum maneuverability and relatively short overall length, has a transport capacity for a total of at least five large motor vehicles (eg at least five so-called SUVs, sports utility vehicles, or at least five off-road vehicles) can make.
  • at least five large motor vehicles eg at least five so-called SUVs, sports utility vehicles, or at least five off-road vehicles
  • the present invention proposes a method for loading a transport vehicle having the features of the independent method claim.
  • the method refers here to a transport vehicle having at least three axes, which is prepared and provided for the carriage of rolling goods or vehicles, especially motor vehicles, passenger cars o. The like., And that a front above a steerable front axle arranged cab and a Having arranged behind it and / or extending over the cab, at least two at least partially superimposed support surfaces comprehensive transport area. At least one steerable rear axle for load support is associated with this transport area at the rear.
  • the transport vehicle has at least one driven central axis whose center distance to the steerable front axle is less than half the center distance to the steerable rear axle.
  • the upper bearing surface of the transport area is connected to the chassis and / or the lower support surface via at least two pairs of supports.
  • the loading method according to the invention comprises at least the steps mentioned below.
  • the upper support surface is lowered by pivoting the support pairs and / or by activating the linear drives, so that a rear transverse edge of the upper support surface rests on a roadway or one of wheels of vehicles to be loaded rollable distance from the roadway.
  • the loading of the inclined and / or lowered upper bearing surface is carried by driving the upper support level with one, two or three vehicles, which then can be done lifting the upper support level with the vehicles thereon.
  • the lower support level is made accessible, so that up to two vehicles (possibly more, if they have very compact dimensions) can ascend to the lower support level.
  • the vehicles can be secured in the respective transport positions taken against rolling, i. be fixed on their respective transport positions.
  • the upper support surface is lowered in the rear area in the direction of the ground surface by at least pivoted at the front pair of supports and by the rear pair of supports is pivoted backwards.
  • the support pairs together with the upper Support surface are pivoted approximately parallelogram, whereby the upper support surface can be lowered or raised again.
  • Front-wheel construction which it can build very short due to the arrangement of the drive motor in the front axle and the seats arranged above a driver and front passenger.
  • the lower support surface can normally accommodate at least two larger vehicles arranged one behind the other, while three larger vehicles can be placed in succession on an upper support surface.
  • the larger motor vehicle in the present context, for example, a large-capacity car, an off-road vehicle or a so-called.
  • SUV meant that, for example, a length between about 4.5 and about 5.5 meters and a height between about 1.6 and about 2 meters.
  • the driven central axis can be designed in particular as a rigid axle with air or coil suspension, which is coupled via a propeller shaft as a central drive shaft with a rear side coupled to the drive motor located under the drive gear change gear.
  • the very short center distance between the center and front axle can, for example, be achieved by converting a trailer vehicle in which the rear axle is displaced in the direction of the front axle, as permitted by the resulting bending angle of the central drive shaft between the center differential of the central axle and transmission output of the gear change transmission.
  • the realized by such a conversion center distance can thus be reduced from much more than three meters to up to 2.5 meters or less.
  • the transport area of the transport vehicle according to the invention is not designed as articulated trailer articulated to the towing vehicle, but is connected to the towing vehicle via a rigid frame connection, the further frame construction in an integrated construction up to the rear area adjoins the formerly operable towing vehicle, as described in US Pat explained below embodiment and with reference to the accompanying drawings by way of example.
  • a jointless connection of the transport area with the chassis of the towing vehicle is created and formed, whereby an integrated construction of the transport vehicle with a rigid frame connection between the chassis of the towing vehicle and the subsequent transport area is formed.
  • the cab of the transport vehicle or the Towing vehicle designed in front-wheel design which can be connected to the driver's area either an integrated or separate sleeping cabin.
  • the optionally converted by a conversion of a tractor vehicle towing vehicle may, for example, be a so-called.
  • Small truck in the middle load segment which has a vehicle width of only less than two meters or slightly less, and that is a typical vehicle total height of about 2.2 to 2 , 5 meters can have.
  • the transport area of the transport vehicle is preferably designed in low-floor construction, whereby the total height of the loaded transport vehicle can remain below four meters, which is a conformity with the applicable statutory provisions on the maximum dimensions for registered vehicles in Germany and Europe. This total height of less than four meters is also respected if the transport vehicle is loaded with SUVs or higher-mounted off-road vehicles, which may each have a total height of up to two meters or even slightly more.
  • the lower bearing surface in the transport area located behind the driver's cab is at least partially approximately at the same height level as the rear axle or possibly also slightly below it.
  • the rigid frame connection of the lower support surface can rise above the central axis, which forms a structurally integrated part of the towing vehicle in slight cranking and thus extend to the rear wall of the cab or its optionally provided sleeping cabin.
  • the motor vehicle driven to the very front on the lower support surface can thus stand with its front axle on the towing vehicle or on the higher front section of the lower support surface, which extends over the towing vehicle.
  • the front axle of the front lower motor vehicle may be located between the front axle and the center axle of the towing vehicle, but typically closer to the central axle.
  • the motor vehicle behind it can in particular be moved backwards onto the lower support surface, so that its front axle can be located above the co-steerable rear axle of the transport vehicle, which requires a clear increase at this point due to the trafficability of the lower support surface.
  • the total width of the transport vehicle must be barely more than two meters.
  • the upper support surface extends forward over the entire cab, so that a total of three large vehicles or large SUVs can be carried on the upper support surface.
  • the distance of the three consecutive motor vehicles on the upper support level here must be very low to find total space on the upper support level.
  • the distance between the underside of the upper support level to the roofs of the motor vehicles below is normally very tight, so as not to exceed the total permissible height of four meters for the loaded transport vehicle.
  • a preferred variant of the transport vehicle according to the invention provides that the upper support surface of the transport region is connected to the chassis of the towing vehicle or the lower support surface via at least two pairs of supports.
  • the support pairs are each assigned suitable linear drives for lifting or lowering the upper support surface.
  • These linear drives can be formed, for example, by spindle drives, hydraulic drives or other lifting drives.
  • At least the rear pair of supports are associated with such linear drives for lowering the upper support level, whereas, if necessary, can be dispensed with this Absenkles the upper support level on the front pair of supports, if this is suspended there only pivotally.
  • the support pairs of the transport vehicle may each be pivotable about horizontal pivot axes between an approximately vertical transport or operating position or position and an inclined or approximately horizontal loading or lowering action or position.
  • the pairs of supports can be formed approximately parallelogram-like movable or pivotable together with the upper support surface, which allows for lowering the upper support surface a parallelogram-like pivoting of the upper support surface, whereby it can be loaded with two or three vehicles.
  • the upper support level can optionally be divided in the area that extends over the driver's cab, and / or be formed separately pivotable there.
  • Useful tire dimensions for the wheels on the different axles can be, for example, between 15 or 16 inches and about 23 inches.
  • a conventional and useful usable tire dimension for the wheels of the central axis may, for example, be at an inch diameter of 17.5, wherein the useful usable tire width may depend on the required carrying capacity of the respective vehicle.
  • a tire dimension with an inch diameter of 17,5 can be used, optionally also 19.5 or between these sizes.
  • a tire dimension of 19.5 inches may be useful, optionally larger, for example 22 inches. All these wheel and tire dimensions are to be understood as examples and depend on the purpose, the required load and the available installation space in the wheel arches or in the transport area.
  • twin or double axle with even smaller wheels and tires with an inch diameter of less than 17.5 inches, which may benefit the available transport space above the wheels in the rear of the lower support level
  • a twin or double axle which can be regarded as a single axle in terms of approval, if the center distance is below a defined maximum (typically between approximately 80 centimeters and one meter or a bit more, depending on the national approval regulations) contributes to the puncture safety, as even with a defect occurring on one of the four tires a slow onward journey over a short distance is possible to change the defective tire as quickly and safely.
  • the upper bearing surface of the transport area is connected to the chassis or the lower support surface via two or more pairs of supports.
  • the upper support level for driving on the motor vehicles must first be made accessible, which makes it necessary to lower at least the rear portion of the support surface. Possibly. can also be the front portion of the support surface are at least partially lowered.
  • the pairs of supports can optionally be pivoted to the rear to make the upper support surface accessible for driving on to be loaded vehicles.
  • the upper support surface can optionally be lowered along the vertical front and rear support pairs by activating the linear actuators arranged there, so that a rear transverse edge or pull-out ramp at the rear of the upper support surface on the Lane can rest or at least one of wheels of the vehicles to be loaded rollable distance from the roadway.
  • the loading of the lowered upper support surface by driving the upper support level with one, two or a total of three vehicles (possibly more, if they have very compact dimensions), then followed by the upper support level with the thereon Vehicles can be raised again, which in turn can be done by means of the pairs of supports associated linear drives.
  • linear drives can, as previously mentioned, optionally be formed by spindle drives, hydraulic drives, electric motor drives or the like.
  • the lower support level is accessible again, so that up to two vehicles (possibly more, if they have very compact dimensions) can ascend to the lower support level.
  • the vehicles can be secured in the respective transport positions taken against rolling, ie fixed on their respective transport positions.
  • a rear portion of the upper support surface can be lowered by pivoting on the front pair of supports about a pivot axis and by simultaneous activation of the linear drives of the rear pair of supports, so that a rear transverse edge or extendable ramp of the upper Support surface may rest on the roadway or at least one of the wheels of the vehicles to be loaded rollable distance from the roadway.
  • the loading of the inclined upper support surface by driving the upper support level with one, two or three vehicles (possibly more, if they have very compact dimensions), after which the lifting of the upper support level can be done with the vehicles thereon .
  • the upper support level is raised at the rear and is pivoted about the front pivot axis on the front pair of supports in the horizontal position, the lower support level is made accessible, so that up to two vehicles (possibly more, if they have very compact dimensions) on the ascend lower support level.
  • the vehicles can be secured in the respective transport positions taken against rolling, i. be fixed on their respective transport positions.
  • a front portion of the upper support surface which projects beyond the driver's cab, is arranged in front of the front pair of supports 40 and does not pivot downwardly or at all with the pivotable and / or lowerable portion of the upper support surface upper support surface is connected, at least in sections can be pivoted upwards to form a consistently inclined Auffahr Type for the loading phase, when the support surface is lowered with its rear portion to the ground.
  • this front section is back in to bring a horizontal position, as can also be seen in the drawings explained below.
  • a further variant for lowering the upper bearing surface or loading plane of the transport vehicle may also provide that the two pairs of supports are each pivoted to the rear.
  • the upper support surface is lowered together with its rear portion by simultaneous and / or approximately parallel pivoting of the two pairs of supports back so that the rear transverse edge or extendable ramp of the upper support surface can rest on the road or at least one of the wheels of the has to be loaded vehicles rollable distance from the roadway.
  • the linear drives of the support pairs are normally not needed or not activated in this variant of the lowering process. From the upper horizontal position, the upper support surface is gradually brought down while maintaining an approximately horizontal position and at the same time to the rear until it rests approximately on the lower support surface and is slightly spaced therefrom and can be driven on by motor vehicles.
  • the loading of the lowered upper support surface by driving with one, two or a total of three vehicles (or more), which then can be done lifting the upper support level with the vehicles thereon.
  • the lower support level is made accessible, so that up to two vehicles (possibly more, if they have very compact dimensions) can ascend to the lower support level.
  • the vehicles can be secured in the respective transport positions taken against rolling, i. be fixed on their respective transport positions.
  • the schematic side view of Fig. 1 shows a variant embodiment of a transport vehicle according to the invention 10.
  • the illustrated transport vehicle 10 is used for the carriage of rolling goods such as motor vehicles 12, in the illustrated embodiment, a total of a maximum of five vehicles 12.
  • the transport vehicle 10 has a front side above a steerable front axle 14 arranged cab 16 and arranged behind it, at least partially on the driver's cab 16 reaching transport area 18.
  • the cab 16 is designed in front-wheel design, which it can build very short due to the arrangement of the drive motor in the front axle 14 and the seats arranged above a driver and front passenger.
  • the transport region 18 comprises two support surfaces 20 and 22 arranged at least in sections for receiving the motor vehicles 12.
  • a lower support surface 20 can accommodate two motor vehicles 12 arranged one behind the other, while three motor vehicles 12 are placed one behind the other on an upper support surface 22.
  • the transport area 18 is assigned to the rear side a steerable rear axle 24 for load support, which is located in the rear region of the lower support surface 20 and which is usefully coupled to the front axle 14 in a manner that it executes opposing steering angles to the wheels of the front axle 14.
  • the transport vehicle 10 is equipped with a driven central axis 26 whose center distance 28 to the steerable front axle 14 is less than half the axial distance 30 to the steerable rear axle 24.
  • the axial distance 28 between the steered front axle 14 and the driven central axis 26 is about two and a half meters, while the axial distance 30 to the rear axle 24 is at least six feet or slightly more.
  • the illustrated embodiment of the transport vehicle 10 provides a hingeless connection of its transport area 18 with a chassis 32 of the towing vehicle 34.
  • an integrated structure of the transport vehicle 10 with rigid frame connection between the chassis 32 of the towing vehicle 34 and subsequent transport area 18 is formed.
  • the cab 16 of the transport vehicle 10 and the towing vehicle 34 is formed in front-wheel design, which can be connected to the driver's area either an integrated or separate sleeping cab 36.
  • the transport area 18 of the transport vehicle 10 is formed in low-floor construction, whereby the total height of the loaded transport vehicle 10 can remain below four meters, whereby a conformity with the applicable statutory provisions is given to the maximum dimensions for registered vehicles in Germany and Europe. This total height of less than four meters is also respected when the transport vehicle 10 is loaded with SUVs or higher-mounted off-road vehicles, which may each have an overall height of about two meters.
  • the lower bearing surface 20 is at least partially approximately in the transport region 18 located behind the driver's cab 16 at the same height level as the rear axle 24 or possibly slightly below.
  • the rigid frame connection of the lower support surface 20 rises above the central axis 26, which forms a structurally integrated part of the towing vehicle 34, in a slight bend and thus extends to the rear wall of the cab 16 and its optionally provided sleeping cabin 36.
  • the on the lower Support surface 20 completely moved forward motor vehicle 12 thus stands with its front axle on the towing vehicle 34 and on the higher-lying front portion 38 of the lower support surface 20, which extends over the towing vehicle 34.
  • the front axle of the front, below motor vehicle 12 is between the front axle 14 and the central axis 26 of the towing vehicle, but closer to the central axis 26.
  • the motor vehicle 12 behind it was moved backwards to the lower support surface 20, so that its front axle can be located on the mitlenkenden rear axle 24 of the transport vehicle 10, which requires a significant increase at this point due to the passability of the lower support surface 20.
  • the loaded vehicles 12 can not normally be driven between the wheels of the rear axle 24, because in this case the transport area 18 should be significantly wider than two meters, possibly even wider than the allowed for driving on public roads two and a half meters.
  • the lower support surface 20 must extend with their lanes on each of the rear axle 24, which corresponds to a corresponding positioning of the loaded motor vehicles 12 Fig. 1 requires. Since the bonnet of the motor vehicles 12 located in the front region is significantly lower than the roof area of their passenger cabin, the front axle of the motor vehicles 12 can each be raised without their roof area touching the underside of the upper support plane 22.
  • the total width of the transport vehicle 10 typically has to be only a little more than two meters.
  • the pairs of supports 40 and 42 each need some space to the left and right of the support planes 20 and 22 with the vehicles placed thereon, at a vehicle width of the transported vehicles 12 of, for example, 1.90 meters, a total width of the transport area of hardly less than 2.20 meters feasible.
  • the transport vehicle 10 does not have to be significantly wider than about 2.10 ... 2.30 meters.
  • the overall width of the transport vehicle 10 or its transport area 18 can also be correspondingly lower.
  • the upper support surface 22 extends forward over the entire cab 16, so that a total of three large vehicles 12 and large SUVs can be carried on the upper support surface 22.
  • the distance between the three motor vehicles 12 standing one behind the other on the upper supporting plane 22 must be very small in this case in order to find a total space on the upper supporting plane 22.
  • the distance of the underside of the upper support level 22 to the roofs of the motor vehicles below is tight, so as not to exceed the maximum total height of four meters for the loaded transport vehicle 10.
  • the looks in Fig. 1 shown variant of the transport vehicle 10 according to the invention that the upper support surface 22 of the transport area 18 is connected via at least two pairs of supports 40 and 42 to the chassis of the towing vehicle 24 and the lower support surface 20.
  • the pair of supports 40 and 42 are each assigned suitable linear drives for lifting or lowering the upper support surface 22. These linear drives can be formed, for example, by spindle drives, hydraulic drives or other lifting drives.
  • At least the rear pair of supports 42 are such linear actuators associated with the lowering of the upper support level 22, whereas 40 may be waived if necessary on this Absenkles the upper support level 22 on the front pair of supports, if this is suspended there only pivotally.
  • the support pairs 40 and 42 of the transport vehicle 10 may each be pivotable about horizontal pivot axes between an approximately vertical transport or operating position or position and an inclined or approximately horizontal loading or lowering action or position.
  • This adjustability or these movement options of the support pairs 40 and 42 and the upper support level 22 suspended thereon are based on the following FIGS. 3a to 5d illustrated in more detail and are illustrated by the different operating and loading positions shown in more detail.
  • the pairs of supports 40 and 42 may be formed approximately parallelogram-like movable or pivotable together with the upper support surface 22, which allows for lowering the upper support surface 22 a parallelogram-like pivoting of the upper support surface 22, whereby these loaded with two or three vehicles 12 can be.
  • the upper support surface 22 extends at least partially over the driver's cab 16, so that the foremost vehicle 12 located thereon above the driver's cab 16 of the towing vehicle 34 stands.
  • the upper support level 22 can optionally be divided in this area and / or formed there separately pivotable.
  • the transport vehicle 10 has three axles 14, 26 and 24, each with left and right wheels 44, 46 and 48, so that a total of six wheels 44, 46 and 48, the total vehicle weight of the unloaded or loaded transport vehicle 10 on the road surface 50 (cf. Fig. 1 ).
  • the front wheels 44 are taken in the direction of travel 52 to the left. While the driven wheels 46 of the unguided central axis 26 always remain aligned parallel to the direction 52 and to the longitudinal direction of the transport vehicle 10, due to the integrated construction with rigid frame connection between the transport area 18 and the chassis 32 of the towing vehicle 34 is an active or passive steering of the rear wheels 48 of the rear axle 24 imperative.
  • the preferably active, optionally also passive steering rear axle 24, which is rear side arranged at a greater center distance 30 to the driven central axis 26 as the distance 28 to the steered front axle 14 may, for example, have an electric motor or hydraulic steering, with the steering commands of the front axle 14th is coupled so that the rear wheels 48 on the rear axle 24 each perform an opposing steering angle to the front wheels 44 on the front axle 14. Due to the different center distances 28 and 30, the steering angle at the rear axle 24 is normally lower than at the front axle 14.
  • Useful tire dimensions for the wheels 44, 46 and 48 on the various axles 14, 26 and 24 may be, for example, between 15 or 16 inches and about 23 inches.
  • a conventional and useful usable tire dimension for the wheels 46 of the central axis 26 may, for example, be at an inch diameter of 17.5, wherein the useful usable tire width may depend on the required carrying capacity of the respective vehicle.
  • a tire dimension with an inch diameter of 17.5 can be used, optionally also 19.5 or between these sizes.
  • a tire dimension of 19.5 inches may be useful, optionally also larger, for example 22 inches. All these wheel and tire dimensions are to be understood as examples and depend on the intended use, the required load and the available installation space in the wheel arches or in the transport area 18.
  • a twin or double axle 25 with even smaller wheels and tires 48 with an inch diameter of less than 17.5 inches (in Fig. 2b exemplified), which may possibly benefit the available transport space above the wheels 48 in the rear region of the lower support level 20.
  • a twin or double axle 25 which can be regarded as a single axle in terms of approval, if the center distance is below a defined maximum (typically between about 80 centimeters and a meter or something more, depending on the national approval determination) contributes to the puncture safety , as even with a defect occurring at one of the four tires 48 a slow onward journey over a short distance is possible to change the defective tire as quickly and safely.
  • rear axle 24 is a double or twin axle 25 is used, can be used as a measure of the rear axle 30 (see also Fig. 1 ) either the center distance of this twin or double axis 25 or the distance between the front of the two closely spaced axes come to approach.
  • FIG. 2c shows an optional embodiment of the transport vehicle 10 according to the invention with three axles 14, 26 and 24, each with left and right wheels 44, 46 and 48, again the front wheels 44 of the front axle 14 and the rear wheels 48 of the rear axle 24 are respectively steered, wherein their steering angles are each in opposite directions to reduce a turning circle.
  • the front wheels 44 taken in the direction of travel to the left.
  • a steerable central axis 26 is provided, the drive wheels 46 to facilitate cornering slightly opposite to the steering angle of the front wheels 44, but usually with a lower steering angle than the wheels 48 of the rear axle 48 are taken, as the schematic plan view of Fig. 2c suggests.
  • steering the driven central axis 26 may, for example, via hydraulic and / or electrical steering gear, which are coupled in a suitable manner with the steering of the front axle 14.
  • the preferably actively directing central axis 26, which is arranged in the front region of the vehicle 10 in short axial distance 28 to the non-driven front axle 14, for example.
  • the opposing steering angle at the central axis 26 is usually lower than at the front axle 14 and also slightly less than at the same direction steering rear axle 24th
  • a total of four rear wheels 48 may be provided on the rear twin axle 25, which are slightly smaller in outer diameter, allowing a lower-fitting lower support surface 20.
  • the construction of in Fig. 2d shown variant corresponds to the steerable executed drive or central axis 26 with the opposite of the front wheels 44 ein theden drive wheels 46 of the Fig. 2b shown variant of the transport vehicle 10th
  • the Fig. 2e clarifies beyond a further option of the control of the transport vehicle 10, which - as in Fig. 2c shown - may have a steerable drive or central axis 26, but beyond that can be steered in different ways, so that depending on the needs and driving situation in the same direction to the front axle 14 ein provisionde driving wheels 46 may be possible.
  • This steering variant which can be usefully used, in particular for larger curve radii, in order to avoid slip effects and thus unnecessary tire wear on the wheels 46 of the central axis 26, is based on a left-hand bend in FIG Fig. 2e indicated in a schematic way.
  • the steering angle on the drive wheels 46 of the driven central axis 26 in opposite directions ( Fig. 2c . Fig. 2d ) or in the same direction ( Fig. 2e ) to the non-driven front wheels 44 of the steered front axle 14 should be dependent on the one hand on the speed, but also on the turning radius and / or a preselection by the driver.
  • FIG. 2f The schematic perspective view of Fig. 2f illustrates a variant of a driven central axis 26, which has a center differential gear with lateral drive shafts, which open respectively to the wheel hubs.
  • the Radan gleichmaschine with the brake drums and the suspension parts are hung steerable, as the Fig. 2f can recognize, so that it is a steerable drive axle 26, as in the variants of the transport vehicle 10 according to Fig. 2c to Fig. 2e can be used.
  • FIGS. 3a to 5d Based on the schematic side views of FIGS. 3a to 5d Subsequently, successive process steps are clarified, as they are for the loading of in Fig. 1 shown embodiment of the transport vehicle 10 according to the invention are required.
  • the upper bearing surface 22 of the transport area 18 via at least two pairs of supports 40 and 42 connected to the chassis 32 and the lower support surface 20.
  • the upper support level 22 In order to load the transport vehicle 10 according to its loading capacity with a plurality of motor vehicles 12, the upper support level 22 must first be made accessible for driving on the motor vehicles 12, which necessitates the lowering of at least the rear portion of the support surface 22 (cf. FIGS. 4a and 4b ). Possibly.
  • the pairs of supports 40 and 42 can be selectively pivoted to the rear to make the upper support surface 22 accessible for driving on loaded vehicles 12, which is based on the FIGS. 5a to 5d exemplified clarifies.
  • the two schematic side views of Fig. 3a and the Fig. 3b show a first variant for lowering the upper support surface 22 or loading level of the transport vehicle 10 to the driving of the support surface 22 or loading level with motor vehicles 12 according to Fig. 1 to enable.
  • the upper support surface 22 optionally along the vertical front and rear support pairs 40 and 42 by activating the linear actuators arranged there (not shown in more detail) lowered, so that a rear transverse edge or retractable Auffahrrampe 52 at the rear of the upper support surface 22 on the Lane 50 can rest or at least one of wheels of the vehicles to be loaded 12 rollable distance from the roadway 50 has.
  • These linear drives can, as previously mentioned, optionally be formed by spindle drives, hydraulic drives, electric motor drives or the like.
  • the lower support level 20 is accessible again, so that up to two vehicles 12 (possibly more, if they have very compact dimensions) can ascend to the lower support level (see. Fig. 1 ).
  • the vehicles 12 can be secured in the respectively assumed transport positions against rolling away, ie fixed on their respective transport positions.
  • the Fig. 4 shows in two further schematic side views ( Fig. 4a and Fig. 4b )
  • a rear portion 54 of the upper support surface 22 is lowered by pivoting the front pair of supports 40 about a pivot axis 56 and by simultaneous activation of the linear drives of the rear support pair 42, so that a rear transverse edge or extendable ramp 52 of the upper support surface 22 rest on the roadway 50 can (cf. Fig. 4b ) or at least one of the wheels of the vehicles to be loaded 12 rollable distance from the roadway 50 has.
  • the upper support level 22 is raised at the rear and is pivoted about the front pivot axis 56 on the front pair of supports 40 in the horizontal position, the lower support level 20 is made accessible, so that up to two vehicles 12 (possibly more, if this very compact Dimensions) can ascend to the lower support level 20 ( Fig. 1 ).
  • the vehicles 12 can be secured in the respectively assumed transport positions against rolling away, ie fixed on their respective transport positions.
  • a cab 16 projecting forward portion 58 of the upper support surface 22 which is located in front of the pair of front pair 40 and does not pivot down with or is not connected to the pivotable and / or lowerable portion of the upper support surface, at least partially can be pivoted upwards to form a not shown here, continuously inclined Auffahr components when the support surface 22 according to Fig. 4b is lowered with its rear portion 54 to the bottom 50 out.
  • a front section 58 When loaded transport vehicle 10 according to Fig. 1 is this front section 58 to bring back into a horizontal position, as shown in the FIGS. 1 and 3 to 5 each shown.
  • FIG. 5 Finally, in a total of four further schematic side views ( Fig. 5a to Fig. 5d ) A third variant for lowering the upper support surface 22 or loading level of the transport vehicle 10, whereby the driving of the support surface 22 or loading level with motor vehicles 12 according to Fig. 1 is possible.
  • the two pairs of supports 40 and 42 are each pivoted backwards, which in the successive phases of motion according to Fig. 5a (not swiveled) until Fig. 5d (swung almost horizontally backwards) is clarified.
  • the upper support surface 22 is lowered together with its rear portion 54 by simultaneous and / or approximately parallel pivoting of the two pairs of supports 40 and 42 to the rear, so that the rear transverse edge or extendable ramp 52 of the upper support surface 22 rest on the roadway 50 can (cf. Fig. 5d ) or at least one of the wheels of the vehicles to be loaded 12 rollable distance from the roadway 50 has.
  • the linear drives of the support pairs 40 and 42 are normally not needed in this variant of the lowering process. From the upper horizontal position ( Fig. 5a ), the upper bearing surface 22 is gradually brought down while maintaining an approximately horizontal position and at the same time backwards ( FIGS. 5b and 5c ) until it rests approximately on the lower support surface 20 ( Fig. 5d ) and can be traveled by motor vehicles 12.
  • the lower support level 20 is made accessible, so that up to two vehicles 12 (possibly more, if they have very compact dimensions) can ascend to the lower support level 20 ( Fig. 1 ).
  • the vehicles 12 can be secured in the respectively assumed transport positions against rolling away, ie fixed on their respective transport positions.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Body Structure For Vehicles (AREA)
  • Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)

Claims (12)

  1. Véhicule de transport (10) muni d'au moins trois essieux (14, 24, 26), destiné au transport de marchandises roulantes ou de véhicules, notamment de véhicules à moteur (12), voitures particulières ou équivalent, avec une cabine de conduite (16) disposée à l'avant au-dessus d'un essieu avant (14) dirigeable ainsi qu'avec une zone de transport (18) disposée derrière et/ou passant par-dessus la cabine de conduite (16), comprenant au moins deux surfaces portantes ou étages de chargement (20, 22) disposés au moins partiellement l'un au-dessus de l'autre, reliée sans articulation à un châssis (32) du véhicule de traction (34), à laquelle zone de transport (18) un essieu arrière dirigeable (24) est attribué à l'arrière pour soutenir des charges, et avec un essieu médian (26) entraîné et agencé dirigeable, caractérisé en ce que la distance entre essieux (28) entre l'essieu avant (14) dirigé et l'essieu médian (26) entraîné mesure approximativement entre deux et trois mètres, la distance entre essieux de l'essieu médian (26) à l'essieu avant dirigeable (14) mesurant moins de la moitié de la distance entre essieux (30) jusqu'à l'essieu arrière dirigeable (24), et l'angle de braquage de l'essieu médian (26) étant orienté dans le sens opposé ou dans le même sens que l'angle de braquage de l'essieu avant (14) dirigeable.
  2. Véhicule de transport selon la revendication 1, dans lequel les roues arrières (48) de l'essieu arrière (24) supportant la zone de transport (18) sont agencées dirigeables, l'angle de braquage étant orienté dans le sens opposé à l'angle de braquage de l'essieu avant (14) dirigeable.
  3. Véhicule de transport selon la revendication 1 ou 2, qui présente une carrosserie intégrée à liaison de cadre fixe entre le châssis (32) du véhicule de traction (34) et la zone de transport (18) arrivant derrière.
  4. Véhicule de transport selon la revendication 3, dont la surface portante inférieure (20) de la zone de transport (18) se trouvant derrière la cabine de conduite (16) se trouve au moins partiellement environ à la même hauteur que l'essieu arrière (24) ou en-dessous.
  5. Véhicule de transport selon l'une quelconque des revendications 1 à 4, dont la surface portante supérieure (22) de la zone de transport (18) est reliée au châssis (32) et/ou à la surface portante inférieure (20) par au moins deux paires d'appuis (40, 42).
  6. Véhicule de transport selon la revendication 5, dans lequel sont attribués aux paires d'appuis (40, 42) respectives des entraînements linéaires pour soulever ou abaisser la surface portante supérieure (22).
  7. Véhicule de transport selon la revendication 5 ou 6, dont les paires d'appuis (40, 42) sont chacune pivotables, autour d'axes de pivotement horizontaux respectifs, pour passer d'une situation ou position de transport ou de fonctionnement approximativement verticale à une situation ou position de chargement ou d'abaissement inclinée ou approximativement horizontale.
  8. Véhicule de transport selon l'une quelconque des revendications 5 à 7, dont les paires d'appuis (40, 42) sont, en commun avec la surface portante supérieure (22) mobiles ou pivotables en décrivant approximativement un parallélogramme.
  9. Véhicule de transport selon l'une quelconque des revendications 5 à 8, dont la surface portante supérieure (22) s'étend au moins partiellement par-dessus la cabine de conduite (16) et est séparée dans cette zone (58) et/ou y est agencée pivotable séparément.
  10. Procédé pour le chargement d'un véhicule de transport (10) qui présente au moins trois essieux (14, 24, 26) et qui est prévu et conçu pour transporter des marchandises roulantes ou véhicules, notamment des véhicules à moteur (12), des voitures particulières ou équivalent et qui présente une cabine de conduite (16) disposée à l'avant au-dessus d'un essieu avant (14) dirigeable ainsi qu'une zone de transport (18) disposée derrière et/ou passant par-dessus la cabine de conduite (16), comprenant au moins deux surfaces portantes (20, 22) disposées au moins partiellement l'une au-dessus de l'autre, reliée sans articulation à un châssis (32) du véhicule de traction (34), à laquelle zone de transport (18) un essieu arrière dirigeable (24) est attribué à l'arrière pour soutenir des charges, et qui présente un essieu médian (26) entraîné et dirigeable, caractérisé en ce que la distance entre essieux (28) entre essieu avant (14) dirigé et essieu médian (26) entraîné mesure approximativement entre deux et trois mètres, la distance entre essieux de l'essieu médian (26) à l'essieu avant (14) dirigeable mesurant moins de la moitié de la distance entre essieux (30) jusqu'à l'essieu arrière (24) dirigeable, et dont la surface portante supérieure (22) de la zone de transport (18) est reliée au châssis (32) et/ou à la surface portante inférieure (20) par au moins deux paires d'appui (40, 42), et l'angle de braquage de l'essieu médian (26) étant orienté dans le sens opposé ou dans le même sens que l'angle de braquage de l'essieu avant (14) dirigeable, lequel procédé de chargement comprend au moins les étapes suivantes :
    - abaissement de la surface portante supérieure (22) par pivotement des paires d'appui (40, 42) et/ou par actionnement d'entraînements linéaires des paires d'appui (40, 42), un bord transversal arrière de la surface portante supérieure (22) reposant sur une chaussée (50) ou présentant une distance la séparant de la chaussée (50) que des roues des véhicules à charger (12) peuvent franchir en roulant,
    - roulement, sur la surface portante supérieure (22), d'un, de deux ou au total de trois véhicules (12),
    - soulèvement de la surface portante supérieure (22) avec les véhicules s'y trouvant (12),
    - chargement d'un ou de deux véhicules (12) sur la surface portante inférieure (20),
    - arrimage des véhicules (12) dans leur position de transport prise respectivement.
  11. Procédé selon la revendication 10, dans lequel la surface portante supérieure (22) est, dans la zone arrière (54), abaissée vers la surface du sol (50), cette surface portante étant au moins pivotée au niveau de la paire d'appui avant (40) et la paire d'appui arrière (42) étant pivotée vers l'arrière et/ou son entraînement linéaire étant actionné.
  12. Procédé selon la revendication 10 ou 11, dans lequel les paires d'appuis (40, 42) sont pivotées, en commun avec la surface portante supérieure (22), en décrivant approximativement un parallélogramme, ce qui permet d'abaisser la surface portante supérieure (22).
EP14195014.7A 2013-11-27 2014-11-26 Véhicule de transport pour véhicules automobiles et leur procédé de chargement Not-in-force EP2878485B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP14195014.7A EP2878485B1 (fr) 2013-11-27 2014-11-26 Véhicule de transport pour véhicules automobiles et leur procédé de chargement

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
EP13194589.1A EP2878484B1 (fr) 2013-11-27 2013-11-27 Véhicule de transport pour véhicules automobiles et leur procédé de chargement
DE102014103617 2014-03-17
EP14195014.7A EP2878485B1 (fr) 2013-11-27 2014-11-26 Véhicule de transport pour véhicules automobiles et leur procédé de chargement

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EP2878485A2 EP2878485A2 (fr) 2015-06-03
EP2878485A3 EP2878485A3 (fr) 2015-12-16
EP2878485B1 true EP2878485B1 (fr) 2018-04-11

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB1138002A (en) 1966-12-23 1968-12-27 Hoynor Ltd Improvements in or relating to load transporting vehicles
FR2317125A2 (fr) 1975-07-08 1977-02-04 Lohr Const Vehicules Indls Sa Perfectionnements aux convois porte-vehicules
FR2213856B1 (fr) 1973-01-17 1976-08-27 Lohr Robert
FR2631468A1 (fr) * 1988-05-13 1989-11-17 Actm Dispositif de commande automatique des roues directrices d'un vehicule tracte
FR2635301B1 (fr) * 1988-08-05 1990-10-26 Lohr Ind Convoi articule porte-voitures a plateaux porteurs individuels mobiles en mouvements composes
US5468115A (en) 1994-12-02 1995-11-21 Alvis; Brady A. Bilevel trailer with a lowerable upper deck
IT1281091B1 (it) * 1995-12-20 1998-02-11 Rolfo Spa Veicolo a due pianali sovrapposti per il trasporto di autoveicoli
US6186266B1 (en) * 1998-08-24 2001-02-13 Marchant Waste Managers Steerable tag axle system
JP3388504B2 (ja) * 2000-04-12 2003-03-24 日野自動車株式会社 ３軸トラック
DE102004056825A1 (de) 2004-11-24 2006-10-05 Schneebichler, Michael Hermann Leonard Autotransporter sowie Gelenkzug mit einem solchen Autotransporter
DE102007038575B4 (de) * 2007-08-16 2016-05-19 Wabco Gmbh Verfahren zum Einstellen eines Lenkwinkels einer elektronisch gelenkten Achse eines Nutzfahrzeuges
DE202009006630U1 (de) * 2009-05-07 2009-08-06 KÄSSBOHRER TRANSPORT TECHNIK Ges.m.b.H. Hubvorrichtung
DE102009054293B4 (de) * 2009-11-23 2012-11-08 Doll Fahrzeugbau Ag Verfahren zum Lenken eines Nachläufers
DE102010027118A1 (de) * 2010-07-14 2012-01-19 Mobil Elektronik Gmbh Weg- oder Winkelsensoreinheit und Lenksystem

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EP2878485A3 (fr) 2015-12-16

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